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W. G. HAWLEY.

AUTOMOBILE FIRE ENGIN E.

APPLICATION FILED JAN. $1917- Patent-ed June 17; 1919.

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AUTOMOBILE FIRE'ENGINE.

APPLICATION FILED JAN. 3. 19H.

9 SHEETS-SHEET 2- ill Patented June 17, 1919.

W. G. HAWLEY.

AUTOMOBILE FIRE ENGINE.

APPLIQATION FILED MN. 3. 1917.

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APPLICATION FILED JAN B. i917.

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AUTOMOBILE FIRE ENGINE.

APPLICATION FILED JAN-3.1917.

1 ,306,760. Patented June 17, 1919,

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Q ii e W. G HAWLEY.

AUTOMOBILE FIRE ENGINE.

APPLICATION FILED JAN. 3. 1911.

1306360. Patented June 17, 1919.

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W. G. HAWLEY.

AUTOMOBILE FIRE ENGINE. APPLICATIOH FILED JAN. 3. 1911.

1,306,760. Pat-ehtedJune 17, 1919.

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AUTOMOBILE FIRE ENGINE.

APPLICATION FILED )AN. 3.19I7

Patented June 17, 1919.

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AUTOMOBILE FIRE ENGINE.

APPLICATWN FILED JAN. 3. 19wv 1 506,760. 7' Patented June 17, 1919.

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WILLIAM G. HAWLEY, 0F ELMIRA, NEW YORK, ASSIG'NOR TO AMERICAN LA FRANCEFIRE ENGINE COMPANY, INC., OF ELMIRA, NEW YORK, A CORPORATION OF NEWYORK.

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AUTOMOBILE FIRE-ENGINE.

Specification of Letters Patent. Patented June 1'? 19j[9 Applicationfiled January 3, 1917. Serial No. 140,346.

To all whom it may concern:

Be it known that I, WILLIAM G. I-IAwLnY, a citizen of the United States,and a resident of Elmira, in the county of Chemung and State of NewYork, have invented certain new and useful Improvements in AutomobileFire-Engines, of which the following is a specification.

This invention relates to automobile fire engines and has for itsprimary object to provide an improved arrangement of the' parts of afire engine pump with respect to each other and with respect to thechassis of the automobile upon which the pump is carried. The inventioncontemplates the elimination of vibration due to pumping, in so: far asis possible, and the consequent 1mprovement in the operation of thepump.

One of the objects of the present invention is to provide an improvedarrangement of parts which will efi'ectively. counter-balance the mertlaof themovlng parts. Another objectof this invention is to provide animproved arrangement of pumping cylinders and valves in a double actionmultiplex pump. Another object is to provide an improved construction,combination and arrangement of parts in that type of fire engine pumpswith which it may be desirable in some cases to throw a large volume ofwater at low pressure or at other times a smaller volume of water atrelativelyhigher pressure. More specifically stated, my inventioncontemplates the provision of pumping cylinders of different diametersand suitable and efiicient means for operating said cylinders indifferent combinations. Various minor features and objects of inventionwill appear in the specification and be pointed out in the appendedclaims, reference being had to the accompanying drawings, whichexemplify my invention and in which head and guide therefor, and one ofthe valve chambers, parts being broken away and parts shown inelevation;

Fig. 5 is a horizontal section through cylinders, cross-head guides andthe upper portion of the crank housing, parts beingshown in plan;

Fig. 6 is a horizontal section through the crank housing betwen thecrank shafts and jack shafts, parts being shown in plan;

Fig. 7 is a combined vertical section and front elevation of the crankhousing;

Fig. 8 is a front elevation of the pump, parts being broken away andparts shown in section;

Fig. 9 is a vertical longitudinal section of the lower portion of thecrank housing, parts being shown in elevation;

, Fig. 10 is a front elevation of one of the crank shafts removed.

According to the embodiment of my invention shown on the drawings, thechassis of the automobile includes the side bars or beams 1. Referringfirst to Fig. 5, a plurality of low pressure cylinders 2, and highpressure cylinders 3, the latter being of smaller diameters than theformer, are arranged, abreast on parallel axes extending longitudinallyof the chassis and in a common horizontal lane. Reciprocably mounted insaid cylinc ers are pistons 4, 4 and 5, 5, which are connected by pistonrods 6, 6 and 7,7 with cross-heads 8, 8 and 9, 9, said crossheadsreciprocating in cylindrical. crosshead" guides 10, 10 and 11, 11. Thecrossheads 8, 8 are connected by rods 12-12 with wrist pins 13 carriedby a crank shaft 13 which is journaled in ball bearings 14:. Acounterweight 72 is carried by each crankshaft to counterbalance theeffects due to inertia of the crank-shaft and reciprocating partsconnected thereto. Each of said crank-shafts is journaled at oppositeends in bearings 73 and 7 4 carried by the crank-case. The cross-heads9, 9 are connected by rods 15 with a crank shaft 16, journaled in ballbearings 17. It will be seen therefore, that these crank shafts arerotatable separately for driving the high pressure pistons independentlyof the low pressure pistons. Keyed to the crank shaft 13 is a spur gear18 which meshes with a spur gear 19 (see Fig. 7 which is geared to ajack shaft 20 journaled in ball bearings 21 and 22. The crank shaft 16has keyed thereto a spur gear 23 which in a similar manner meshes with aspur gear 24 (seeFig. 6) on a jack shaft similar to jack shaft 20. Saidaek shafts extend through housings 25, the bearings for said jack shaftsbeing housed in the boxes 26. As shown best in Fig. 6, oppositelyarranged bevel gears 27 and 28 are keyed respectively to these jackshafts 20. Intermeshing with these bevels 27 and 28 are bevel pinions 29and 30, which, as shown best in Fig. 9 are freely journaled on a shortsection 31 of the fore and aft driving shaft from motor to transmissionof the automobile. Splined to the shaft section 31, are separatelymovable clutch elements 32 and 33, which are adapted to haveinterlocking engagement with similar clutch elements 34 and 35, carriedby the pinions 29- and 30. Suitable and eflicient means for moving theclutch elements 32 and 33 into and out of locking engagement with theclutch elements 34 and 35, are provided by the proj ections 36 and 37which are mounted upon reciprocable rods 38 and 39. Referring now toFig. 9, it will be seen that the rods 38 and 39 are adapted to bereciprocated by lever arms 40 and 41 (see Fig. 8), the latter beingkeyed to a shaft 42 while the former is keyed to a sleeve 43 journaledon the shaft 42. Secured to the shaft 42 is a lever 44, while secured tothe sleeve 43 is a lever 45. These levers project laterally beyond theside beams 1 of the chassis and as shown in Fig. 2 are confined to alimited angular movement. Referring now to Fig. 4, each of the cylinders2, 2, 3, 3 is open at opposite ends into vertically extended chambers 46and 47. Valves 48 and 49 are adapted to control the inflow of water intosaid chambers from a suction chamber 50 which is common to all of thevertical chambers 46 and 47 at opposite ends of all of the horizontallyarranged pumping cylinders. As shown in Fig. 4, the piston 4 has justcompleted its stroke to the left during which the valves 48 have beendisplaced from their seats to admit a flow of water from chamber 50 intothe chamber 46. At the same time, th water formerly thrown into chamber47 has been expelled upwardly through the passages 51 controlled by anoutlet valve 52. As the piston 4 moves toward the right, the valves 48close, the water in chamber 46 being expelled upwardly through a valve53. It will be seen from this description that there are a pair ofoutlet valves 52 and 53 leading from chambers 46 and 47 corresponding tothe opposite ends of each pumping cylinder. All of these valves 52 and53 open into a common pressure chamber 54 which is surmounted by apneumatic cushion 55 which maintains a steady flow of fluid from saidpressure chamber. By means of this construction and arrangement,

an improved hydraulic balance is main tained between the differentcylinders by mobile rides over uneven surfaces.

affording ample means for absorbing the shocks du to the accelerationand checking different columns of water. The cylinders 2,2, 3, 3 arerigidly connected together and constitute in effect a rigid memberextend ing between the side beams 1 of the chassis. Referring now toFig. 3, the crank case housing comprises a bottom portion 56, an upperportion 57 which is releasably joined thereto on a plane 58 whichextends at an angle to the chassis and passes through the axis of thecrank shafts 13 and 16. The cross head guides 10 are open at their endsadjacent the crank shafts but' closed at their other ends by inclinedwalls 58, which have a sliding fit with the piston rods 6, 6 7, 7. Crosshead guides 10, 19, 11, 11 therefore constitute closed extensions of thecrank housing and adapt the cross-heads to receive proper lubricationfrom the splash in the crank housing. Ball bearings 14 and 17 arecarried by suitable standards which are mounted on the floor 59 of thecrank housing. The rigidly united cylinders 2, 2, and 3, 3, aresupported by'means of flanged plates which rest upon the side bars ofthe chassis. In Figs. 2 and 8 is shown a cross-bar 60 extending betweenthe side beams 1 of the chassis adjacent'the crank case housing. spectto the side beams 1 of the chassis is a bracket 61 which is secured tothe end wall of the crank case housing by means of the bracket arms 62(see Fig. 6) which rest upon the lugs 63 which project inwardly from thebracket 61. A deflected plate or lug 64 at the upper edge of the bracket61, extends over and rests upon the top of cross beam 60. By means ofthis central support taken in connection with the rigidly connectedcylinders 2, 2, and 3, 3, which are supported from the opposite sidebars of the chassis, a three-point suspension is provided for the pump.This construction obviates in large measure the twisting strains towhich a pump or engine on an ordinary frame-work is subjected when theauto- In this connection, it will be seen that the rigidly connectedcross head guides 10, 10, 11, 11 are rigidly connected by substantialcolumns 65 with the cylinder casting, said columns allowing space forthe renewal of the cylinder heads so that the valves maybe inspected orremoved as desired. The advantages of this improved construction andarrangement in its application to automobiles for fire engine purposes,will be appreciated from the foregoing description. Thus the pump is ofthe double-acting, multiplex, horizontal piston type, embodying in itspreferred embodiment, 4 cylinders arranged side by side with pistons ocrating fore and aft of the chassis frame. rovision is made whereby the4 pistons may be operated in Centrally disposed with re pairs, each pairhaving a separate crank shaft and clutch control so that either pair maybe operated singly under conditions which demand half capacity of less,or both pairs may be operated simultaneously under conditions whichdemand half to full capacity. It Will be understood that a single pairof cylinders has suflicient capacity to meet the requirements of a largemajority of the fires encountered in general service. In this case, theunused cylinders are held in reserve to be used as necessary. The crankshafts are driven from parallel jack shafts by direct spur gearconnections, the jack shafts being driven by bevel gears from a sectionof the fore and aft driving shaft from motor to transmission in theautomobile. The jaw clutches afford means for separately connecting anddisconnecting these jack shafts from the fore and aft driving shaft. Thecrank shafts and other driving mechanism are inclosed in a single dustand oil-proof housing bolted to a casting which forms the cross-headcylinders or guides. This construction, While affording amplelubricating facilities for the reciprocating parts, also contributes tothe formation of a rigid unitwhich is supported at the rear by thebracket Which suspends the crank case from the cross-beam 60 at a singlepoint, While the cylinder casting is bolted to the top of the sidemembers of the chassis, thus giving a virtual three point suspension.When the pump is in service, the control clutches are operated byseparate levers which are conveniently located Within reach of thechauffeur.

I claim:

1. In an automobile fire engine, the combination With the chassis frame,of a transverse truss rigidly connecting the longitudinal side bars ofsaid frame, said transverse truss including pump cylinders arranged onhorizontal axes, cylindrical cross-head guides coaxially arranged Withsaid pump cylinders respectively and rigidly united with each other,pistons in said pump cylinders, cross-heads in said cross-head guidesand connected to said pistons respectively, and means for reciprocatingsaid crossheads and pistons.

2. In an automobile fire engine, the combination With the chassis frame,of a transverse truss rigidly connecting the longitudinal side bars ofsaid frame, said transverse truss including pump cylinders arranged onhorizontal axes, cylindrical cross-head guides coaxially arranged Withsaid pump cylinders respectively and rigidly united with each other,pistons in said pump cylinders, cross-heads in said cross-head guidesand connected to said pistons respectively, and means for reciprocatingsaid crossheads and pistons, the common axes of said cross heads andcylinders being arranged in a plane adjacent said chassis frame.

3. In an automobile fire engine, the combination With the chassis frame,of a transverse truss rigidly connecting the longitudinal side bars ofsaid frame, said transverse truss including pump cylinders arranged onhorizontal axes, cylindrical cross-head guides coaxially arranged withsaid pump cylinders respectively and rigidly united With each other,pistons in said pump cylinders, cross-heads in said cross-head guidesand connected to said pistons respectively, and means for reciprocatingsaid cross-heads and pistons, said pump cylinders and the respectivecross-head guides corresponding thereto, being arranged in pairs, andsaid reciprocating means including 'a separately operable crank shaftconnected with each pair of said cross-heads.

WILLIAM G. HAWLEY.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. O.

